Quick-action triple valve.



D., S. GXLBERT,

QUICK ACTION TRIPLE VALVE.

APPLICATION FILED AUG. 1l, 1909.

@MQ/0 54 i? amy D. S. GILBERT.

QUICK ACTION TRIPLE VALVE. APPLIOATION FILED AUG. 11, 1909.

lNvEN-ron ATTORNEY 12ML/ S. hay# s? 3mm/4d )sf-ZEW.

vided rneans foreflecting the eiiddei to Fig. i

nppeetion niet?.

T o all whom 'it 'may concerne:

Be it known that l., lil/min S. @inenten a citizen of the United States, reeiding in 'the city of Readiiw', (yonnty'o2 lerlte, and State of Pennsylvania; have invented certain nenYV and useful improvements in @illicit-lotion Triple Valves, of which the following is specification.

This invention relateeA to quick action triple valves for air-brakes, wherein prov page of a 'train in oit emergente;

.Y the direct admit-:sion of train pipe prcesnre to the brake cylinder, end the inirnediate reinforcement of Said pressure by the pres sure from the auxiliary reservoir; and wherein is provided to cooperate with seid ineens7 a pressurereducing valve or lolo-W- down device, to reduce the l'iigh-epeed pren`- sure, propoftionatelg,7 to the reduction in the speed of the train, to Aa predetermined inanifmum degree.

The chief object of' my invention ie to supply e quick-action device il? this cherficter which will place the tra-in pipe antoinatieally in connnnnication witn the brake cylinder and at the seine time continc, and direct the application of, the preeseurc from 4the.auxiliary reservoir, and which will con Sietof fen' par 7, all of which We c," i inselv ei .i Lonetrliction benin' in ctured et coneiilci a ngt thnnihe anpqritns now inpggcncr purposel oi? my iniention novel torni of pi: reducing valve or liilofv-down device is very eilicient in action end edi be directly attached. 4to 'the casing' o triplo valw lilith the :here end other elgijecte in View@ the invention coneiste'in the novel construction and arrangement of parte, fully deecrihcd illustrated and cleini'ed.

ln the drawing y Figure l e lo nal Sectional view showing a e u valves embedying` iny invention. i? a fragmentary' view on an enlarged Seele and partly in Section of the emergono y valve controllingV the entrance of the air paee'e leading` il oni the 'train pipe chamber to l brake cylinder:

snowing; an emergency e enlar 3 'is a view similar- QQ-, @pacification of Letters Patent.

t o ffmfnm fr la i on ltr/in,

yeti-tinted De@ communication between the trein pipe and the brake cylinder. 5 is a sectional view on en enlarged Scale of a portieri of the valve shown in Fig. 3? showing a modilied torni of valve seat. `Fig. 6 is an en lerged' longitudinal sectional View of' the limewire-reducing; valve; Fi". 7, a horizontal sectional view of portion thereof on the line g/ 8; and Fig. El, a fragmentary elevational view a portion of the bushing )ving the upper portion of the pressureieduoing 'veli/f f Similar cliaractere;y of reference refer to eiinihtr parte throughout the several views.

The present embodiment of my invention coni-Lists, as Shoivnin the drewinge, of three main partei l, 9 and le, all of which are flanged und tightly bolted together'. Part l ie ornied with an inlet to `which a train.

pipe of the nena-l construction may he de -l tachelily secured by ineens of the connection 2l., and this peri-t contains` the ueual drip chan'iber' communicating through a comparatively oonstrict/ed passage with a chainhcr :23 in the upper part thereof. Part 9 compi-ieee a single casing, in the upper portion lWinn-cot is contained the mechanism 'of e, triple valve now in common use, co1n- .wg the Valve pieton 7 movable in the ff, and rearwardly thereof, the movable in the lchamber 29,

been deemed n cessary to illuetrzite. zninges 2li; in partition t between the cneinher the .cylinder 25, together with the nencl hyfpaee port in the cylinder and the grooves in the rear face of .t vc pieton, eeteelieh communication ber from the train pipe to v reservoir. Slide valve S,wliich ci ov the stein of the valve pieton in the e 'way and actuated by the saine, centaine the nenni pin or graduating Valve 2', the 'port c/controlled thereby which ie adapted upon ordinary service applications of `the brakes to register with port 31 formed in. the lower Wall of the chamber Q9, the passage nl forming connnunication V'between 'port and exhaust lport 3:2, and the l.

w Y zo and ieee.

tiles at ite rear end coince into play only upon emergency ap.

licetions of the lnalres in the manner as he hereniaiiter described.

With e; tion oitthe port last nien-l in partition a between chamber 23 and cyl'-A lvalve chamber 29. Said passage is preferably and most-conveniently located, partly inder 25, and partly below the cylinder in part 9. A t-'its upper entrance this passage is controlledby the emergency valve 4 having a lstem extending into a socket on the inner side of the cap nut 2. f Attached i l to this valve and preferably secured .thereto by means of a nutimmediately behind the,`

head thereof,'is a yoke-likev stop' having two i' fingers arranged substantially `parallel' with the valve stein and p rojecting'ithrough two openings 24,ri either side of thepassage 2G, into the cylindersZ. The intermediate portion of the yoke is provided, as shown in Figs. 2 and 5, with an opening, whereby it may be slipped over the valve stem and thus rigidly secured by the nut. Gpenings 2,4, being somewhat larger than the fingers of the yoke, act as guides therefor, 4whileat the same time permitting the passage of air from`- the chamber 23 in the cylinder 25. A coil spring 3 encircles--.the stem of the valve, abutting against the' c'ap'nut at one end and against the'stop-holding nut'at the other, and the tension cfthis spring is such that it will resist. the forward movement of the valve-piston when the latter is forced against the stop fingers in an ordinary service application of the brakes, but will yield and 'allow the valve tobe unseated and the passage 26 to be opened for the passage of air from-the train pipe when the valve piston acts under the conditions of an emergency application;

In Fig. 5 is shown a modification ofthe entrance to the passage 26, in which a bushing, of bronze,

rass, or other suitable material, is supplied to vform the seat against Chamber' 27, in the lower portion o part 9, is in com-Y which the valve norm'all rests.

munlcation with chamber 29through port 3l, and the same also communicates with'v passage 26, butY is normally closed to the same by the vcheckfvalve 10- -seated in the bushing 11 in the partition defining the for ward end of the chamber. rlhe stem of this valve is supported and uided in a central tubular extension (see Flg. 4) of a skeleton plug 13 threaded into theopposite end 4of --the chamber and containing openings-28 throughwhich connnunication is established with the brake cylinder. lA shoulder e formed o n the valve stem limits the inward movement of the valve by impingement against the end of the tubular extension, and a coil spring l2 encircling the stem and abuttinor at one end against the head of the valve andj at the other against an annular' shoulder formed on the tubular extension, retains the valve normally'upon its seat withjnst sutlicient force to prevent leakage into the passage 26.

The pressurea'educing valve which I provide in connection with my invention for blowing down the high pressure in the brake cylinder upon an emergencyI application of the brakes, thereby preventing the locking of the train wheels andA consequent sliding on the rails, is comprised in what I have shown in the drawings and designated as part 14, which consists of a casing having a fiange at its upper end 4whereby it is securely bolted to part 9 below the chamber 27. An opening '38 in the lower wall of ,chamber 27 communicates with the upper 'end of the main chamber 34 of this valve through per- `forations 44 in the top of the'bushing 20 occupying the upper interior portion of the easing. Ada ted to have limited reciprocation in the c amber 34 and to :contact cir- 4cumferentially with the cylindrical Wall of the bushing, is arranged a piston 18, having an upper guided stem 18a "and a lower stem 18". A gasket 43, held in place by a nut' 40 and a washer 41, covers the upper face of the piston, andimpinges against an inwardly- [projecting shoulder 42 forming an annular seat for the piston adjacent the u per end of the bushing. Normally, and sov o nv as the pressure exerted upon' the pistonldoes not exceed that of service applications, the same is held firmly against this seat by the ten- I sion of the adjustable spring 17,` which acts thereon through ythe spring cap 19 abutting against the lower stem 18". Spring 17 abuis at its lower end against the bottom of the chambered' nut 16, whereby it may be regulated to-exert any desired amount of force on the piston, and the pocket lock-nut 15 is provided to jam a ainst the lower end-of the valve casing and t us retain the parts in ad-v justed' position.

Immediately below the shoulder 42, bushing 20 i's provided with a series of small circular vents orperforations 46 (see Figs. I7 --and 8), s accd apart and arranged in a true annular line. These vents open inwardly into the chamber 34, and communicate outwardly with a passage 45 in the casing, formed by. a circumferential groove cut in the outer face ofthe bushing, which latter' communicates inturn, through a similarly formed longitudinal passage grooved inthe bushing, wlth a longitudinal radial elor'igated s'lotor opening 48` which opens into the chamber'34below the vents and below the piston 18 when the latter is normally po- `sitioned upon its seat. In the preferred "Z1, and thence passes aaa, eee

form of my invention l employ only one slot d8, but it is obvious that two or more slots with corresponding connecting)- passages such as 47, may be used without departing,` from the spirit of my invention. Upon the pisA ton being depressed, air gaining theupper part of the chamber 3i 'from the brake cyl- .be traced as follows: Assuming the valve to be in release position as shown in Fig. 1, air from thetrain pipe enters the drip chamber through chamber 23, openings cylinder 25, `by-pass port and piston grooves and valve chamber 29, to the auxiliary reservoir, charging the same. lVhen now the pressure in the train pipe is reduced by the engineer to the extent necessary to produce an ordinary service application of the brakes, the valve piston 7 will be thrust forward by the pressure ot' the axuiliary reservoir until it contacts with the fingers of the stop 6, when its further forward progress will be arrested by the tension ot the spring 3, which latter at. the same time acts to keep. emergency valve fltightly upon its seat. ln this position of' the valve, service port c in the slide valve 8 will register with port 31, permitting the pressure in 'the chamber 29 to be communicated through said ports into the chamber 2T and thence to the brake cylinder. Adjustable spring 1T in the pressure-reducing valve being set so as to resist a predetermined maxiinuni degree of pressure which in every case equals, and may if desired, exceed that ot the auxiliary reservoir when acting by itself, it is obvious that said valve will not be actuatedor brought into play, and that the air in the brake cylinder must, upon return of the slide valve to its normal position, exhaust into the atmosphere through port 31, passage (Z and vent 32. l'lVhen, however, it is desired to bring a train running at a high rate ot speed to a sudden stop, the engineers brake valve is'thrown to emergency. This causes the pressure in the train pipe to be reduced considerably below service applications, rendering the pressure in the auxiliary reservoir so iar superior to 'that acting' on the tront'faee of the valve piston forward to piston as to thrust the the extreme limit ot' its movement, overcoming the resistance of the spring l and unseating the valve 4. Train pipe pressure now rushes into the passage 26,11nseats check valve 10, and passes through chamber 26 the degree of into the brake cylinder. lso, the slide valve 8 being now in its extreme forward position., l.. shaped port 3() registers with vport 31, and auxiliary reservoir pressure enters the brake cylinder through chamber 27 to supplement and reinforce the train pipe pressure already acting; on the brakes. This high pressure now closes the valve 10 and thus contines the air to the brake cylinder. it the saine time, the tension ot the spring 1T of the pressurereducnig valveis overcoine by the force of the high pressure act ing upon the piston 18 and the piston is depressed into the chamber 3st, opening vents 46 and to a great extent overlapping and closing the slot 48. il small portion of the conned air now escapes, tinding its Way throu h the vents 46, the passages i5 and i7 and tie slightly uncovered portion of the slot 48, 'to the lower part of the chamber 34, and thence by openings L19, 36 and 38 to the atmosphere. lt is evident that as the air is thus permitted slowly to escape, the pressure in the brake cylinder and hence also upon the piston 18, will slowly and propori tionately decrease, and that the piston will be gradually returned to its seat through the action of the spring 17. The return ofthe piston Aproceeds very tardily att'the initial stage orf this action owing to the fact that the construction is such as to allow only a very constricted portion or' the slot t8 'to remain uncovered, but as the piston gradually ascends to its normal position, the-slot becomes more and more uncovered and a constantly increasing quantity of air is allowed to escape, and this process goes on until the piston regains its seat and closes the vents, when, as isl evident, the pressure in the brake cylinder will again be reduced to the degree previously determined by the adjustment ot the sprinof. It clear that this radual increase in the volume of the out owingair, may, by properly proportioning the vents 46 and the slot 4-8, be made to proceed simultaneously with, and in substantial proportion to, the gradual reduction in the speed of the train.

Having thus described my invention what l claim as new and desire to secure by Letters Patent, is-

l. 1n a quick-action triple valve, the combination, substantially as set forth, of a triple valve proper, an emergency valve located in a chaniber immediatel forward of the piston y'cylinder oit thev triple valve, a yoke-like stop secured to said valve having two fingers extending into the cylinder or" the triple valve through openings in the partition between said chamber and said cylinder, a spring acting to clem said valve and restrain the movement of the triple valve piston, a check valve in said emergency air passage, and a pressure-reducing valve adjacent said checlr valve for blowing down the pressure in the brake'cylinder in emergency applications ot' the-brakes.

2. In a quick-action triple valve, the combination, substantially as set forth, of a triple valve proper, lcated in a chamber immediately forward of the piston cylinder of the triple valve and aving movement in line with the direction of movement of the triple valve, a yoke-like stop secured to said valve having fingers extending into the cylinder of the triple valve through air passages in the partition between said chamber and said cylinder, an emergency air passage leading to the brake cylinder having an entrance between said lingers and controlled by said valve, a spring encircling the stem of said' valve acting to normally close the same and limit the movement of the triple valve piston in ordinary service applications and to yield to the pressure of said piston and open said valve in emergency applications, a check valve in said emergency air passage, and a pressurereducingvalve adjacent said check valve.

3. In a quick-action triple valve, the combination substantially as set forth, of a triple valve proper, an emergency valve lo- 'cated in. a chamber adjacent the piston cylinder of the triple valve and having movement in 'line with the direction of movement of the triple valve, a partition between said chamber and said cylinder, openings in said partition establishing' communication between said chamber and said cylinder/,an emergency air passage Aformed in saidpartition and .having an entrance from said chamber intermediate two of saidopenings, said entrance being controlled by said valve, a yoke-like stop secured to said valve having lingers projecting through said openings into the triple valve cylinder, a spring encircling the stem of said valve and acting to normally close the same andllimit the movement ot the triple valve piston, and a removable cap nut in the wall ot said chamber opposite said partition against which said spring` abuts and whereby said valve may be removed from said chamber.

4;. In combination with a triple valve and quick-action means for admitting train pipe pressure directly .to the pressure-reducing valve comprising a casing havinga chamber therein, a piston exposed anemergency valve lobrake cylinder, a

eaacea to air pressure movable in said chamber and normally seated against ajshoulder in the upper portion of said chamber, a plurality of annul-arly arranged radial vents opening into said chamber and adapted to b e normally closed by said piston, and a longitudinal radial slot opening into said chamber below said vents and communicating therewith.

' 5. A. pressure-reducing valve comprisinga g`a chamber, a piston eX- posed to 'air pressure lmovable therein, aseat for said piston and an' adjustable spring acting to normally retain said piston upon said sea-t, a plurality of annularly arranged radial vents in the wall of said casin opening into said chamber and adapte to be normally closed by said piston, a longitudinal radial slot in thewall of said casing spaced from the annular line of said vents and opening into said chamber, and pas sages in the wall. of said casing forming communication between said vents and said slot. y,

6. A pressure-reducing valve comprising a casing having a chamber therein, a bushing in said chamber, a piston exposed to brake cylinder pressure movable in said bushing, a seat for said piston formed by a'n inwardly projecting shoulder in the upper part ot' said bushing, an adjustable spring acting on the piston to normally retain' thesame upon said seat, a plurality of annularly arranged radial perforations in said bushing adapted to be normally covered by the circumferential .t'ace of said piston, a circumferential groove cut in the outer face of said bushing forming a passage adjacent said openings, a

casing containim longitudinal radial elongated opening iir said bushing spaced from the annular line ot' said perforations and communicating therewith through a groove in the outer face of said bushing, said opening beinO uncovered when the piston is in. its norma p0- sition and being adapted to be partially covered when the piston is retracted.

In testimony whereof I attiX my signature in the presence of two witnesses.

DAVID S. GILBERT. 

